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Port Performance Indicators
Outline
• Background for the PPIs program: Framework and pilot ports
• Findings from the assessment on the pilot ports
• Highlights of PPIs
• Recommendation and next steps
The value of Port Performance Indicators (PPIs)
• Information on port activity is scarce, but it is a valuable public good:• Ports need information to monitor their own
performance• Ports need information on competing ports for planning
purposes• RECs, countries and development partners need
information for regional coordination• Port users need information to make informed choices.
• PPIs are valuable for ports, policy makers and port users:• For ports, PPIs provide business intelligence and allow
for monitoring whether strategic objectives are met. PPIs also allow identification of specific bottlenecks through review of performance and choke points for specific trade corridors.
• At policy level, they provide a dashboard for informing national and regional policy makers on the status of the port industry and the shipping trade.
• For port users, PPIs help in making informed port selection choices.
Consignment, ship call, container
level data
Analytical indicators
Policy indicators
Framework for PPIs Traffic
Vessel traffic
Cargo throughput
Container traffic
Productivity
Vessel turnaround time
Berth occupancy
Ship productivity
Cargo dwell time
Quality
Port Community Syste,
User satisfaction
Maritime connectivity
A list of 10 primary indicators grouped under three families were retained, based on global practices and workshops with the two port associations, PMAESA for Eastern and Southern Africa, and PMAWCA for West and Central Africa
The pilot focused only on the first two families:
- Traffic related indicators
- Productivity indicators
Pilot Phase 2016
• The assessment aimed at:• Reviewing existing PPIs in ports• Reviewing use of PPIs for port
management• Identifying data sources for PPIs• Assessing IT systems readiness to
provide disaggregated data enabling calculating PPIs
• Collecting historical statistics• Collecting disaggregated data for
2014 – 2015
• Draft publication on summary of the pilot ports assessments circulated to ports on February 2017
• Ten ports selected by PMAWCA and PMAESA:• Dakar• Abidjan• Tema• Douala• Pointe Noire• Lobito• Maputo• Dar es Salaam• Mombasa• Djibouti
Findings of the assessment of the pilot ports
Availability of PPIs: looks good on the surface
Total
Throughput
Container
ThroughputShip TAT
Berth
OccupancyVessel Traffic
Container dwell
time
Container
handling
productivity
Abidjan
Dakar
Dar Es Salaam
Djibouti
Douala
Lobito
Maputo
Pointe Noire
Tema
Mombasa
Findings: limited public availability of PPIs
• Published statistics are aggregated, preventing for instance in several ports:• Decomposing transit by type of cargo (containers
/ other dry cargo / liquid bulk) or even by direction
• Measuring level of containerization of general cargo
• Monitoring specific commodities (cotton for instance)
• Definitions differ, so comparing statistics is not straightforward
• Productivity often limited to handling productivity, rarely PPIs on dwell time or ship turnaround time
• Most ports prepare internal statistical reports that are not publicly available, i.e. detailed operational performances and statistics.
Port Website PPIs on website
Dakar www.portdakar.sn Traffic data
Abidjan www.portabidjan.ci Traffic data
Tema www.ghanaports.gov.gh Traffic data
Doualawww.portdedouala-
cameroun.comTraffic data
Pointe Noire www.papn-cg.org Traffic data
Lobito www.eplobito.netTraffic data (latest for
2011)
Maputo www.portmaputo.com No data available
Dar es Salaam www.tanzaniaports.comTraffic and productivity,
latest for 2012
Mombasa www.kpa.co.keTraffic and productivity
data
Djibouti www.portmaputo.com Traffic data
Ship call data
• Generalization of VTS in ports allows for better recording of vessel movements
• However, often, data is manually transcribed into a different IT system for producing call and berth occupancy indicators
Port Ship call data
Dakar Yes through VTS.
Abidjan Yes through VTS
Tema Yes, data on ship calls are electronically submitted.
DoualaVessel manifests electronically submitted to SW, but on paper to
PA
Pointe Noire Yes, online form in software system Cargo
LobitoYes, manually in a port authority database, based on papers
from shipping agents
Maputo
MPDC captures ship movements based on AIS signals. Ship data
are provided to MPDC by the harbor master (a separate
organization).
Dar es Salaam Yes (the precise method is not clear from the assessment).
Mombasa Yes, submitted in a VTMS. Data is captured manually.
DjiboutiYes, through Port of Djibouti harbor master, the PA manually
captures in database.
Cargo data
• Most port authorities combine ship manifests (electronic or paper) and tally sheets (manual capture) for monitoring cargo movements
• Sometimes, information from third party terminals is challenging or not fully integrated
• Often statistics requires combining various unconnected databases, so requires manual work, which is prone to errors
Port Cargo movement data
Dakar Manifest entered into ATLANTIS IT of the port authority
Abidjan Manual capture of manifest
Tema The port authority collects cargo movement data about its own terminal
operations and reconciles with ship manifests submitted to SW. The terminal
operator also provides cargo handling data.
Douala Cargo manifest data are provided to the Single Window by shipping line /
agents by EDI and forwarded to port authority. Container terminal also
provides IT data
Pointe Noire PAPN receives electronic manifest from shipping agents and container data
from Congo Terminal IT
Lobito Manual, based on mix of manifest and tally sheets
Maputo The cargo manifests obtained through the customs single window. Third
party terminal operators also provide cargo handling data on a monthly basis
Dar es Salaam Manifest received through Customs IT. The container terminal provides data
on print out. Additional information captured from tally sheets
Mombasa The ship manifest electronically sent by shipping lines to KPA IT. Additional
manual information from tally sheets
Djibouti The line/shipping agent submits manifests and lists of loading and unloading
to the port authority. The container terminal provides limited cargo
movement data.
Findings: in some cases PPI collection difficulties for (container) terminals under concession
• Quality and scope of information depends on the degree of cooperation established between port authority and terminal operator.
• Often no contractual obligation to provide specific PPIs through a specific method (i.e. electronically).
Port Relation port authority with container TOC
Dakar Terminal productivity measured by the operator but not structurally shared. Ship performance calculated by PAD using VTS data for calls
Abidjan Container terminal productivity reports are available in excel format monthly based on obligation, productivity norms are established
Tema GPHA requests operational data from TOC (contractual obligation seems limited). Data such as dwell time is not provided by TOC on a structural basis. Terminal software (NAVIS) is not EDI linked with GPHA.
Douala Not clear
Pointe Noire
The terminal sends a monthly statistical bulletin, based on specification in the concession contract, that includes terminal throughput and ship calls per shipping line, waiting time at anchorage, dwell time and equipment status.
Lobito No concession with third party operator
Maputo The Landlord (CFM) has granted a master concession to MPHC without performance clauses/data provision clauses in this contract. MPHC has sub-concessionaires that provide monthly operational performance data. The container terminal sub-concessionaire does not provide productivity data.
Dar esSalaam
Data is submitted to TPA in hardcopy, and is manually processed by TPA.
Mombasa No concession with third party operator
Djibouti Systems are not fully integrated, despite common shareholding
Findings: fragmented port IT
• Many ports have developed IT systems for operations, which provide a basis for productivity analysis
• Port IT differs a lot between ports:• Some ports work have fragmented
systems• Other have integrated systems
• In all ports, projects towards between integration are planned or ongoing, but statistics are not the primary motive
• In some cases there are problems with outsourced IT systems due to lacking skills and limited service from software providers.
Port Port IT Terminal IT
Dakar ATLANTIS, tailor made software Navis
AbidjanSoget SIP, for PAA, administrative tool with data of vessels calls, cargo traffic (at different terminals), invoicing and statistics.
TemaJade Master Terminal Operation System will go on live end of 2016 and will replace PORTSTAT
Navis
Douala No integrated IT system Oscar
Pointe Noire Cargo (software program) Oscar
LobitoOxygen, problematic relation with software provider limits value of the IT
MaputoWMS, focused on weighting the volumes through weighbridges
Zodiac system
Dar esSalaam
HarbourView+ (VTS) and Cargo System nGen
Mombasa Various applications KWATOS
Djibouti Various applications Navis
Findings: PPIs are rarely management priority
• The port authorities often do not have a ‘performance management culture’, especially not when terminal operations are outsourced.
• As a consequence, PPIs are generally not regarded as necessary to develop and monitor corporate/port development strategies.
• This explains the limited attention and resources (both IT and staff) for collecting PPIs.
• This also explains the long period (several months) it takes before data is processed and PPIs are made available
• The overview of PPIs publicly available shows PPIs are not often collected to inform stakeholders.
Highlights of PPIs
Traffic: vessel calls
• The total number of calls can be ambiguous: in several ports, it can include local traffic (such as dhows in Dar es Salaam), non commercial calls, fishing activities, etc.
• For container calls, ports consider either:• Vessels calling at the container
terminals• But in many ports, containers can be
handled outside the terminal (Dar esSalaam, Tema, Dakar, Djibouti)
• Or vessels classified as containerships• But this can also be restrictive (i.e.
excluding roro ships carrying containers)
2,350
2,705
3,798
1,903
1,156
443
975
1,694
3,525
1,296
594 675459
281 206 260 514
736 447
-
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
Total calls Container vessels call
Containerized traffic
• Pointe-Noire, Djibouti and Temahave high proportion of container traffic relative to total traffic, and notably transshipment
• Other ports have a more balanced traffic between liquid bulks, dry bulks and general cargo
• Maputo is handles a far higher proportion of bulk, with a proportionally limited container traffic
640,863
529,724
639,230
910,165
379,915
78,385 124,170
1,076,118
571,860
782,502
-
250,000
500,000
750,000
1,000,000
1,250,000
-
5,000,000
10,000,000
15,000,000
20,000,000
25,000,000
30,000,000
Total traffic Containerized TEUs
Congestion and berthing delays at container terminals• Productivity indicators are less
frequently monitored
• The most widely available indicator is the berth occupancy, available at berth or terminal level
• When ship turnaround time is available, the combination of the two confirms that pre-berthing delays increase with occupancy rate, despite window berthing schemes
50.0%
55.0%
60.0%
65.0%
70.0%
75.0%
80.0%
85.0%
90.0%
95.0%
100.0%
0 20 40 60 80 100 120
Term
inal
occ
up
ancy
rat
e
Pre-berthing time in hours
Container and handling productivity
Higher call volumes should be conducive to better performances
Abidjan
Dakar
Dar es SalaamDouala
Lobito
Maputo
Mombasa
Pointe Noire
Tema
-
500
1,000
1,500
2,000
2,500
- 200,000 400,000 600,000 800,000 1,000,000 1,200,000
But this does not fully show in the actual performances
34.7 33.935.3
56.3
52.0
27.5 27.6
32.9
17.1
24.322.7
26.528.3
2013 2014 2015
Ber
th p
rod
uct
ivit
y in
mo
ves
per
ho
ur
Abidjan
Djibouti
Dar es Salaam
Mombasa
Tema
Recommendations and way forward
Requested input from associations & ports?
• Short term:• Facilitate the second round of data
collection (Q2 2017) (including Lagos)• Reflect on set of recommendations:
• Internal review IT / Corporate planning / marketing dept. to enhance current set of PPIs
• Integration of data across terminals and functions (within existing IT systems)
• Improve on dissemination and sharing (port community and wider audience through Internet)
• Coordination and monitoring mechanisms –port & Associations levels – to ensure collection/production/dissemination
• Inspiration for other ports?
• Longer term:• Rethink next generation of IT systems for
port operations and data integration• Partner with training organization to
deliver the PPIs training• Sharing PPIs as global public goods:
• Port community• Development partners
• RECs and regional integration institutions
• Corridor Management Institutions
Thank you for your attentionMerci
Olivier Hartmann, World Bank ohartmann@worldbank.org
Yaya Yedan, World Bank yyedan@worldbank.org
Peter de Langen peter@pl-advisory.com
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